Operating mechanism for motor-vehicles.



--i M 647.262. Patented Apr. I0, i900. W. HAY.

UPEBATING MECHANISM FOB MHH'OB VEHICLES.

` (Application tiled. Aug. 14, 1899.)

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No. 647,262. Patented Apr. lo, |900. w. HAY.

UPERATING mEcHAmsm Fon Moron vl-znmLes.V

(Application led Aug. 14, 1899.) (No Model.) 4 Sheets-Sheet 2,

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No. 647,262. Patented Apr. l0, |900. w. HAY.

DPEHATING MEIHANISM FOB MQTQR VEHICLES. (Application med Aug. 14,12399.)

(No Model.) v 4 Sheets-Shui 3.

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Patented Apr. I0,'4|90v0.

w. HAY. OPERATING MECHANISM FUR MOTUB VEHIGLES.

(Aliplimion med Aug. 14, 1899.) (No Model.)

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UNITED STATES PATENT OFFICE.

IVALTER HAY, OF NEW IIAVEN, CONNECTICUT, ASSIGNOR TO EMERSON M.HOTCIIKISS, OF VVATERBURY, CONNECTICUT.

OPERATING MECHANISM FOR MOTOR-VEHICLES.

SPECIFICATION forming part Of :IietseIS Patent NO. 647,262, dated April.10, 1900.

Application filed August 14| 1899. Serial Nox 727,148. (No model.)

T LZ-Z whom, it may concern.:

Be it known that I, WALTER HAY, of New Haven, in the county of New Havenand State of Connecticut, have invented a new Improvement in OperatingMechanism for Motor-Vehicles and I do hereby declare the following,`when taken in connection with the accompanying drawings and the lettersof reference marked thereon, to be a full, clear, and exact rodescription of the same, and which said drawings constitute part of thisspeciiication, and represent, in-

Figure l, a view,partly in side elevation and partly in verticalsection, of a motor-vehicle I5 provided with operating mechanismconstructed in accordance with my invention; Fig. 2, a plan View of thevehicle with the upper end of the steering-post broken away; Fig. 3, aview of the vehicle in rear elevation zo with its d riving andhill-climbing mechanisms exposed; Fig. fi, a det-ached broken viewshowing the handle-lever, the operating-lever, the hill-climbinghandle-lever, the steeringpost, and some of their related devices; Fig.

z5 5, a plan View of the handle and operating levers.

My invention relates to an improvement in operating mechanism formotor-vehicles, the object being to improve them inconvenience 3o andsafety by providing them with superior steering and'controlling devices.

With these ends in View my invention consists in an improved combinedsteering and controlling hand -lever, in connections between the saidlever and the driving and steering mechanism of the vehicle, in ahillclimbing handle-levcr,in connections between the said lever and thehill-climbing mechanism of the vehicle, and in certain other de- 4otails of construction, as will be hereinafter described, and pointed outin theclaims.

In carrying out my invention, as herein shown, I employ a combinedsteering and controlling handle-lever A, formed at its rear 4 5 end witha ring-shaped handle A', located in a vertical plane. At its forward endthis lever is provided with a fork A2, the ends of which are perforatedfor the reception of a pivot B, which also passes through the rear 5oportion of a skeleton operating-lever C, as well as through a bearing D,formed at the rear end of a horizontal arm D', rigidly connected withthe upper end of the steeringpost E and located within the said skeletonoperating-lever. The said handle-lever A is adjustably coupled with thesaid operatinglever C, which `may in one sense be considered as merelyan extension of the handlelever, by means of a longitudinally-movablerod F, located within the handle-lever, which is longitudinallychambered for the purpose. At its rear end the rod is formed with atinger-piece F', located within the forward p01'- tion of thering-shaped handle A', in convenient position to be engaged with andoperated by the lingers of the hand clasping the said handle. At itsforward end the rod is provided with an independently-formedplunger-like dog F2, which proj ects into the crotch formed by the armsof the fork A2, as clearly shown in Fig. 5, the said projecting end ofthe dog being formed with a tooth f, adapted to be engaged with theteeth of a verticallyarranged segmental rack G, projecting rearward intothe fork from the rear end of the skeleton operating-lever C, with whichthe rack is connected by means of an arm or reach G', also locatedwithin the fork, which receives the rear end of the operating-lever. Aspring F3, located within the handle-lever A and encircling the rod F,is arranged to engage with the (log F2, so as to exert a constant effortto keep the tooth f in engagement with the rack G. I may here mentionthat, if preferred, the coupling-rod F may be located outside of thehandle-lever in suitable bearings and that the rod F and dog F2 may bemade in one piece, if desired. It will be understood that when thehandle-lever and operating-lever are coupled together as described thedepression or elevation of the handle-lever causes both levers to berocked virtually as though they were in one piece upon the pivot B as acenter, whereby the forward end of the operating-lever is raised andlowered with respect to the upper end of the steeringpost E, which maybe said to act as a guide for the forward end of the operating-lever asit is thus raised and lowered. At its forward end and upon one side theoperating-lever is provided with a small bracket H, which is formed witha central perforation for the up- IOO ward passage through it of avertically-arranged connecting-rod I, which is adjustably connected withthe bracket by means of two check-nuts I' I', located above and belowthe same and providing for the vertical adjustment of the rod withrespect to the bracket, whereby the range of adjustment provided by therack Gr is supplemented. In order to accommodate the position of thebracket to the changing posi tions of the operating-lever, it isswiveled thereto upon a pivot H', as seen in Fig. 5.

At its forward end the arm D' is formed with a head D2, terminating atits upper end in a rest D3, which provides for the support of thehandle-lever A when the same is uncoupled from the rack G and swungforward out of the way to permit the occupants of the front seat of thevehicle convenient ingress and egress. For this purpose the handle-leveris very readily uncoupled from t'ne rack G by the retraction of thecoupling-rod by means of its finger-piece F'.

At its lower end the connecting-rod I is flexibly connected in anydesired manneras, for instance, by means of the fork and pivotshown-with the end of a lever-arm J, formed upon a hub J', rigidlysecured to the forward end of a horizontally-arranged tubular rock-shaftK, supported in suitable bearings and extending to the rear end of thevehicle, where the shaft is provided with an upwardly-extendingfork-shaped clutch-operating arm K', formed at its lower end with a hubK2, by means of which it is rigidly connected with the shaft K. rlheclutch operated by this arm K' may be of any approved construction-such,for instance, as shown in my pending application filed June 17, 1899,and serially numbered 720, 894. I do not, however, limit myself to theemployment of such a clutch mechanism. The clutch mechanism, whateverits character may be, is virtually interposed between the said arm andthe forward and reverse driving mechanism ofthe vehicle. That mechanismmay also be of any approved form and does not need detailed descriptionhere; but I may identify the forward driving-gear L and thereversing-gear L. As shown in Fig. 3 the arm K' has operated the clutchso as to drive the vehicle forward. I should say that, as shown in myprior application referred to, the clutch mechanism is of the frictiontype and constructed so that the speed of the vehicle in driving forwardor in reversing is controlled by the amount of power applied to theclutch. In other words, the speed is proportional to the power appliedto the clutch, and as the clutch is controlled, through the connectionsdescribed, by the handle-lever A it follows that the speed of thevehicle in being'driven forward will be proportional to the amount ofpower applied to the handle-lever in pulling it downward, while, on theother hand, the speed of the vehicle in being reversed will beproportional to the amount of power applied to lifting the handle-lever.

The large gears L and L' are driven, as may be here explained, inopposite directions, as indicated by the arrows placed upon them, bymeans of a beveled pinion L2, mounted upon the rear of the motor-shaftL3 of the motor, which may be of any approved character and which is notshown, but which may be understood to be inclosed in the case or box L4.

I have described the controlling of the vehicle in speed and in itsproportional forward or back movement by upward or downward pressureapplied to the handlelever, the lateral movement of which to the rightor leftis utilized for steering the vehicle. With that end in view thelower end of the steering-post E is provided with a rearwardly-extendingsteering-armM, Fig. 4, to which the inner ends of two steeringconnecting-rods M M2 are Hexibly connected in any suitable manner-as,for instance, by means of a pivot M3, as shown, or by a connection ofthe balland-socket type. The outer ends of the rods M' M2 are connectedthrough the arms fm m with the pivotal hubs M4 M4 of the forward wheelsM5 M5, the said hubs M4 being pivotally connected with the forward axleM of the vehicle. I do not enter upon the detailed construction of thehubs, because that construction is well known and I hold myself atliberty to employ any desired form of it.

In order to adapt the vehicle for hill-climbing, at which time speed issacrificed for power, I employ a hill-climbing handle-lever N, locateddirectly below the combined steering and controlling handle-lever Aalready described. This lever N is provided with a handle N' and rigidlysecured to the upper end of a tubular shaft O, which is mounted foroscillation upon the lower portion of the steering-post E and which atits lower end rests upon the hub-like inner end of the steering-arm M,as shown in Fig. t. This shaft is provided with a forwardly-extendingbracket O', connected by a hill-climbing connectingrod O2 with the upperend of alever O3, the lower end of which is rigidly connected with theforward end of a solid rock-shaft P, located within the tubularrock-shaft K before described. The projecting rear end of the said solidrock-shaft is furnished with a forkshaped clutch-operating arm P', whichactuates a clutch suitable for cutting the normal gear-wheel Q and thehill-climbing gear-wheel Q' into and out of operation, the normal wheelQ meshing into the normal driving-Wheel R and the hill-climbing wheel Q'meshing into the hill-climbing pinion R". It will be' understood, ofcourse, that the difference in the number of teeth in the wheel R and inthe pinion R' will represent the sacrifice of speed for power in drivingthe vehicle through the pinion R' instead of through the wheel R. Anyapproved clutch mechanism may be employed in conjunction with the arm P'and IOO IIO

with the hill-climbing mechanism, which includes the wheels Q and Q', asstated.

I now Wish to call particular attention to the fact that the entirecontrol of my improved vehicle, both as to steering, speeding,reversing, and hill-climbing, is centered in two handle-levers locateddirectlyin front of the driver of the vehicle and both within hisconvenient and easy reach and manipulation. Both of these levers arecentrally located, which makes them more convenient than if they werelocated olf to one side or separate from each other. Moreover, thelocation of the hill-climbing lever upon a tubular shaft arrangedconcentrically with the steeringpost secures com pactness and simplicityof construction.

For the purpose of making the vehicle inoperative in the absence of thedriver I may provide it with a lock, which may be of any, suitable form,such as akey-lock or a combination-lock. As shown, I have indicated acombination-lock S, designed to lock the operating-lever C to the arm Din the intermediate position of the former, for 'when the said lever isin that position the clutches are also in their intermediate positionsand not in engagement for driving the vehicle.

Having fully described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

l. In operating mechanism for motor-vehicles, the combination with asteering-post, of a combined steering and controlling handleleverpivotally connected with the upper end of the'said post, anoperating-lever forming an extension of the handle-lever, means forcoupling the two levers together for their operation in unison, andoperating connections connected with the operating-lever.

2. In operating mechanism for motor-vehicles, the combination with asteering-post formed at its upper end with a rearwardlyextending arm, ofa handle-lever pivotally connected at its forward end with the rear endof the said arm, an operating-lever pivotally connected with the'saidarm upon the same center as the said handle-lever, means for adjustablycoupling the two levers, and operating connections connected with theforward end of the operating-lever.

3. ,In operating mechanism for motor-vehicles,the combination with asteering-post having arear'wardly-extending arm, of a handleleverpivotally connected with the rear end of the said arm, a skeletonoperating-lever pivotally connected at its rear end with the rear end ofthe said arm, which is located within it, means for coupling the twolevers together, and operating connections connected with the forwardend `of the operatinglever.

4. Inwoperating mechanism for motor-vehicles, the combination with asteering-post having a rearwardly-extending arm, of a handleleverpivotally connected with the said arm, an operating-lever pivotallyconnected at its rear end with a ring-shaped handle, of means forholding the said lever in any desired position of vertical adjustment,including a iinger-piece located within the said ring-shaped handle.

7.l In operating mechanism for motor-vehicles,the combination with alaterally and vertically movable handle-lever provided at its forwardend with a fork, of an operating-lever pivotally mounted upon the samecenter as the said handle-lever, and provided with a rack extending intothe fork thereof, operating connections connected with the saidoperating-lever, and a coupling-rod coacting at its forward end with thesaid rack to couple the two levers together with the handle-lever in anydesired position of vertical adjustment, and adapted at its rear end tobe manually operated for being disengaged from and reengaged with thesaid rack.

S. In operating mechanism for motor-vehicles,the combination with asteering-post provided with a rearwardly-extending arm, of ahandle-lever pivotally connected with the rear end of the said arm, anoperating-lever pivotally mounted upon the same center as thehandle-lever, and provided with a rack, and a coupling-rod locatedwithin the handle-lever, extending rearward therein for manualoperatiornand extending forward for coaction with the rack, whereby thetwo levers are adapted to be coupled together with the handle-lever inany desired position of elevation with respect to the operating-lever.

9. In operating mechanism for motor-vehicles, the combination with asteering-post provided with a rearwardly-extending arm, of ahandle-lever formed at its forward end with a fork through which it ispivotallyconnected with the rear end of the said arm, a skeletonoperating-lever embracing the said arm, and at its rear end pivotallyconnected therewith on the same center as the fork of the handlelever,and means operated from the rear end of the handle-lever for adjustablycoupling the same with the operating-lever, whereby the handle-lever issupported in any desired position of elevation with respect to theoperating-lever.

10. In operating mechanism for motor-vehicles, the combination with asteering-post provided with a rearwardly-extending arm, of a combinedsteering and controlling handle-le- IIO verpivotally connected with therear end of the said arm, and adapted to be swung forward and supportedthrough the upper end of the steering-post for convenient ingress intoor egress from the vehicle.

11. In operating mechanism for motor-vehicles, the combination with asteering-post, of a rearwardly-extending arm applied to the upper endthereof, and formed at its forward end with a head containing ahandle-lever rest, of a handle-lever pivotally connected with the rearend of the said arm, an operating-lever pivotally connected at its rearend with the said arm upon the same center as the handle-lever,operating connections with the operating-lever, and means for adjustablycoupling the handle-lever and the operatinglever together for theiroperation as onepiece, and for the disconnection of the handle-leverfrom the operating-lever, whereby the handle-lever may be swung forwardand supported bythe said handle-lever rest.

l2. In'operating mechanism for motor-vehicles, the combination with thesteering-post thereof, of a handle-lever pivotally connected with theupper end of .the said post, an operating-lever adjustably connectedwith the handle-lever by means of which it is operated,

mechanism for driving the vehicle forward and back, and connectionsbetween the said mechanism and the said operating-lever including avertically-movable connecting-rod, and a horizontally-arrangedrock-shaft connected at its forward end with the said rod, and at itsrear end with the said mechanism.

13. In operating mechanism for motor-vehicles, the combination with thedriving mechanism thereof, of hill-climbing mechanism organized with thesaid driving mechanism, a steering-post, a handle-lever connected withthe upper end of the steering-post, steering mechanism connected withthe lower end of the post which is operated for actuating the saidmechanism by moving the said handle-lever laterally, connection betweenthe said lever and the driving mechanism, which is controlled by raisingand lowering the said lever, a hollow shaft mounted upon the said postfor oscillation thereupon, a hill-climbing handle-lever connected withthe upper end of the said shaft, and located below the saidhandle-lever, means for cutting the hill-climbing mechanism into and outof operation, and connection between the lower end of the saidoscillating shaft and the said means.

14. In operating mechanism for motor-vehicles, the combination with thesteering-post thereof, of a handle-lever pivotally connected with theupper end of the said post, a tubular rock-shaft, connection between thesaid lever and the forward end of the said shaft, whereby the same isrocked as the handle is raised or lowered, clutch mechanism between therear end of the said shaft and the driving mechanism of the vehicle,whereby the driving mechanism is cut into and out of operation, ahill-climbing handle-lever located beneath the lever above mentioned, atubular shaft encircling the said steering-post and oscillated thereuponby the said hill-climbing lever, an inner rock-shaft located within thesaid tubular rock-shaft, and connected at its forward end with the lowerend of the said shaft encircling the steering-post, hill-climbingmechanism organized with the driving mechanism of the vehicle, and meansconnected with the rear end of the saidv inner shaft and the saidhill-climbing mechanism for cutting the same into and out of operation.

15. In operating mechanism for motor-vehi cles, the combination with asteering-post having a rearwardly-extending arm located at its upperend, of a combined steering and controlling handle-lever pivotallyconnected with the said arm, an operating-lever pivotally connected withthe said arm, upon the same center as the said handle-lever, means forcoupling the said levers together, driving mechanism, connectionsbetween the said operatinglever and the driving mechanism whereby thesame is cut into and out of operation by the vertical movement of thehandle-lever, and a lock applied to one of the said' levers for lockingthe same to the arm of the steering-post, whereby the vehicle is pre*vented from being operated.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

WALTER HAY.

Witnesses:

GEORGE DUDLEY SEYMOUR, LILLIAN D. KELsEY.

